US9403439B2 - Power generation control device - Google Patents
Power generation control device Download PDFInfo
- Publication number
- US9403439B2 US9403439B2 US14/434,869 US201314434869A US9403439B2 US 9403439 B2 US9403439 B2 US 9403439B2 US 201314434869 A US201314434869 A US 201314434869A US 9403439 B2 US9403439 B2 US 9403439B2
- Authority
- US
- United States
- Prior art keywords
- power generation
- power
- combustion engine
- internal combustion
- controller
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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- B60L11/12—
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
- B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
- B60L1/06—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line using only one supply
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- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/04—Control effected upon non-electric prime mover and dependent upon electric output value of the generator
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- Y02T90/14—Plug-in electric vehicles
Definitions
- the present invention relates to a power generation control device, and particularly relates to a power generation control device including a power generator driven by an internal combustion engine, a storage battery for storing electric power generated by the power generator, and a controller for controlling the internal combustion engine and the power generator.
- Patent Literature 1 discloses a hybrid vehicle capable of driving in either an EV driving mode that drives an electrical motor only by electric power of a storage battery or a series drive mode that drives an electrical motor by electric power generated by a power generator with movement power of an internal combustion engine (see claim 1 ). Further, Patent Literature 1 discloses controlling in such a manner as to derive a required driving force of the electrical motor, based on the vehicle speed and the accelerator pedal open degree, make determination of a start of the internal combustion engine and determine the power generation amount of the power generator, from the required driving force and the state of the storage battery, thus making the vehicle in the EV driving mode or in the series driving mode (see claim 1 and FIG. 4 ).
- Patent Literature 2 JP 09-224304 A discloses a hybrid vehicle that has movement power sources of two systems, which are an internal combustion engine and an electrical motor, and appropriately selects driving only the electrical motor, driving only the internal combustion engine, or simultaneous driving of the electrical motor and the internal combustion engine (see claim 2 ). Also, disclosed is that the internal combustion engine is driven at a constant rotation speed at the best fuel economy point, and a battery is charged by generating power with an output surplus of the internal combustion engine during driving only the internal combustion engine (see claim 2 and see FIG. 3 ).
- a series type hybrid vehicle basically drives in EV driving, in which electric power stored in a storage battery is supplied to an electrical motor, and the frequency of using an internal combustion engine and a power generator decreases, wherein the internal combustion engine and the power generator are used when the remaining storage amount of the storage battery drops.
- a power generator mounted on a series type hybrid vehicle which basically drives in EV driving
- an internal combustion engine driving the power generator it is desirable to use one that is small and light with a reduced displacement.
- Patent Literature 1 WO2011/078189
- a so-called ‘required-output following type control’ is performed, wherein a start of an internal combustion engine is determined and the amount of power generation of the power generator and the rotation speed of the internal combustion engine are determined, from the required driving force and the state of the storage battery.
- Patent Literature 2 JP 09-224304 A
- a so-called ‘constant point operation type control’ is performed, wherein the internal combustion engine is operated at a constant rotation speed at the fuel economy best point thereof.
- a so-called ‘cruising output following type control’ is presented, which changes the power generation amount during series driving, corresponding to the vehicle speed.
- Cruising output following type control is output control to set the power generation amount of a power generator and the rotation speed of an internal combustion engine for a vehicle speed. Accordingly, there is an advantage that the noises of the wind roar, road noise, and the like accompanying a rise in the vehicle speed and the driving sound of the internal combustion engine associate with each other, which improves the merchantability. Further, even though the driving load varies, the energy budget balance can be attained.
- the power generation output instructed by a cruising output following type control does not target a high engine efficiency region (near the best fuel economy point). Consequently, depending on the driving pattern, it is possible that the fuel economy drops by continuing power generation at a point deviating from the best furl economy point of the internal combustion engine.
- cruising output following type control in a case that the cruising speed of a vehicle is lower than or equal to the vehicle speed at the start of power generation, for example, if a load that is not related to the state of the driving load, such as that of an air conditioner or a heater, is operated, power generation is not started at the vehicle speed until the storage state of a storage battery becomes lower than or equal to a predetermined value. If continuous high load operation is necessary when the storage state of such a storage battery has dropped, a problem may occur that the energy budget balance cannot be made by a low output power generator (and an internal combustion engine with a small displacement).
- an object of the present invention is to provide a power generation control device capable of improving the operation efficiency of an internal combustion engine while satisfying the required driving force of an electrical motor.
- a power generation control device includes: a power generator driven by an internal combustion engine; a storage battery for storing electric power generated by the power generator; and a controller for controlling the internal combustion engine and the power generator, wherein the controller is arranged such that: the controller determines whether or not to permit the power generator to generate power, depending on a state of the storage battery; if the controller permits power generation, then the controller sets a power generation amount that corresponds to an output that is necessary, for cruising, corresponding to a driving state, and sets an add-on power generation amount that corresponds to an electric power amount that is necessary corresponding to a vehicle state and the driving state; if total of the power generation amount and the add-on power generation amount is higher than a maximum power generation amount, the controller controls the internal combustion engine and the power generator, based on the maximum power generation amount; and if the total of the power generation amount and the add-on power generation amount is lower than or equal to the maximum power generation amount,
- a power generation control device includes: a power generator driven by an internal combustion engine; a storage battery for storing electric power generated by the power generator; and a controller for controlling the internal combustion engine and the power generator, wherein the controller is arranged such that: the controller determines whether or not to permit the power generator to generate power, depending on a state of the storage battery; if the controller permits power generation, then the controller sets a rotation speed of the internal combustion engine that enables the power generator to generate power that corresponds to an output that is necessary, for cruising, corresponding to a driving state, and sets an add-on rotation speed of the internal combustion engine to enable the power generator to generate power corresponding to an electric power amount that is necessary corresponding to a vehicle state and the driving state; if total of the rotation speed of the internal combustion engine and the add-on rotation speed of the internal combustion engine is higher than a maximum rotation speed of the internal combustion engine, the controller controls the internal combustion engine and the power generator,
- the power generation control device is preferably arranged such that the controller derives the maximum power generation amount or the maximum rotation speed of the internal combustion engine, based on a remaining capacity of the storage battery.
- the power generation control device is preferably arranged such that the controller derives the maximum power generation amount or the maximum rotation speed of the internal combustion engine, based on an estimated gradient value of a road surface.
- the power generation control device is preferably arranged such as to include: temperature adjusting means operated by electric power from the storage battery, wherein the controller derives the maximum power generation amount or the maximum rotation speed of the internal combustion engine, corresponding to an operation state of the temperature adjusting means.
- the maximum power generation amount or the maximum rotation speed of the internal combustion engine can be derived, based on the state of an electric power consuming device, the state being little dependent on the driving state (for example, vehicle speed) of the vehicle, it is possible to appropriately set the maximum power generation amount or the maximum rotation speed of the internal combustion engine, and thereby prevent over discharge of the storage battery, while satisfying the required driving force of the electrical motor, even with a power generator or internal combustion engine with a low output.
- a power generation control device includes: a power generator driven by an internal combustion engine; a storage battery for storing electric power generated by the power generator; and a controller for controlling the internal combustion engine and the power generator, wherein the controller is arranged such that: the controller determines whether or not to permit the power generator to generate power, depending on a state of the storage battery; if the controller permits power generation, then the controller sets a power generation amount that corresponds to an output that is necessary, for cruising, corresponding to a driving state, and sets an add-on power generation amount that corresponds to an electric power amount that is necessary corresponding to a vehicle state and the driving state; if total of the power generation amount and the add-on power generation amount is lower than a minimum power generation amount, the controller controls the internal combustion engine and the power generator, based on the minimum power generation amount; and if the total of the power generation amount and the add-on power generation amount is higher than or equal to the minimum power generation
- a power generation control device includes: a power generator driven by an internal combustion engine; a storage battery for storing electric power generated by the power generator; and a controller for controlling the internal combustion engine and the power generator, wherein the controller is arranged such that: the controller determines whether or not to permit the power generator to generate power, depending on a state of the storage battery; if the controller permits power generation, then the controller sets a rotation speed of the internal combustion engine that enables the power generator to generate power corresponding to an output that is necessary, for cruising, corresponding to a driving state, and sets an add-on rotation speed of the internal combustion engine that enables the power generator to generate power that corresponds to an electric power amount that is necessary corresponding to a vehicle state and the driving state.
- the controller controls the internal combustion engine and the power generator, based on the minimum rotation speed of the internal combustion engine; and if the total of the rotation speed of the internal combustion engine and the add-on rotation speed of the internal combustion engine is higher than or equal to the minimum rotation speed of the internal combustion engine, the controller controls the internal combustion engine and the power generator, based on the rotation speed of the internal combustion engine and the add-on rotation speed of the internal combustion engine.
- the power generation control device is preferably arranged such that the controller derives the minimum power generation amount or the minimum rotation speed of the internal combustion engine, based on a remaining capacity of the storage battery.
- a power generation control device As the minimum power generation amount or the minimum rotation speed of the internal combustion engine can be derived, based on the remaining capacity of the storage battery, it is possible to appropriately set the minimum power generation amount or the minimum rotation speed of the internal combustion engine, and thereby prevent over discharge of the storage battery, while satisfying the required driving force of the electrical motor, even with a power generator or internal combustion engine with a low output.
- the power generation control device is preferably arranged such that the controller derives the minimum power generation amount or the minimum rotation speed of the internal combustion engine, based on an estimated gradient value of a road surface.
- a power generation control device As the minimum power generation amount or the minimum rotation speed of the internal combustion engine can be derived, based on the estimated gradient value of a road surface, it is possible to appropriately set the minimum power generation amount or the minimum rotation speed of the internal combustion engine, and thereby prevent over discharge of the storage battery, while satisfying the required driving force of the electrical motor, even with a power generator or internal combustion engine with a low output.
- the power generation control device preferably includes temperature adjusting means operated by electric power from the storage battery, wherein the controller derives the minimum power generation amount or the minimum rotation speed of the internal combustion engine, corresponding to an operation state of the temperature adjusting means.
- the minimum power generation amount or the minimum rotation speed of the internal combustion engine can be derived, based on the state of an electric power consuming device, the state being little dependent on the driving state (for example, vehicle speed) of the vehicle, it is possible to appropriately set the minimum power generation amount or the minimum rotation speed of the internal combustion engine, and thereby prevent over discharge of the storage battery, while satisfying the required driving force of the electrical motor, even with a power generator or internal combustion engine with a low output.
- a power generation control device capable of improving the operation efficiency of an internal combustion engine, while satisfying the required driving force of an electrical motor.
- a series type hybrid automobile having a power generator with a low output an internal combustion engine with a small displacement
- the output being lower compared with that of a conventional power generator
- FIG. 1 is a block diagram showing the entire configuration of the power unit of a vehicle
- FIG. 2 is a flowchart of the operation mode determining process of the power unit in a first embodiment
- FIG. 3 is a flowchart of a discharge depth computing process
- FIG. 4 is a flowchart of a power generation performing determining process
- FIG. 5 is a flowchart of a power generation amount computing process in the first embodiment
- FIG. 6 is a flowchart of a power generation amount limiting process (upper limit value) in the first embodiment
- FIG. 7 is a graph illustrating the discharge depth computing process, wherein the horizontal axis represents time, and the vertical axis represents the remaining storage amount of a storage battery;
- FIGS. 8A and 8B are graphs illustrating the power generation amount limiting process (upper limit value) in the first embodiment, wherein FIG. 8A is a graph showing the relation between the net fuel consumption rate and the internal combustion engine output, and FIG. 8B is a graph showing the relation between the power generation output and the vehicle;
- FIG. 9 is a flowchart of a power generation amount limiting process (lower limit value) in a second embodiment
- FIGS. 10A and 10B are graphs illustrating the power generation amount limiting process (lower limit value) in the second embodiment, wherein FIG. 10A is a graph showing the relation between the net fuel consumption rate and the internal combustion engine output, and FIG. 10B is a graph showing the relation between the power generation output and the vehicle speed;
- FIG. 11 is a flowchart of the operation mode determining process of a power unit in a third embodiment
- FIG. 12 is a flowchart of a rotation speed computing process in the third embodiment
- FIG. 13 is a flowchart of a rotation speed limiting process (upper limit value) in the third embodiment.
- FIG. 14 is a flowchart of a rotation speed limiting process (lower limit value) in a fourth embodiment.
- FIG. 1 is a block diagram showing the entire configuration of the power unit of a vehicle.
- a power unit PU mounted on the vehicle is provided with a storage battery 11 , a first convertor 12 , a first power drive unit 13 , an electric motor 14 , an internal combustion engine 15 , a power generator 16 , a second power drive unit 17 , an electric compressor 18 , an electric heater 19 , a second convertor 20 , a low-voltage storage battery 21 , a charging device 22 , an external charging plug 23 , and a controller 30 .
- the internal combustion engine 15 , the power generator 16 , and the second power drive unit 17 configure an auxiliary movement power section S for generating electric power by the driving force of the internal combustion engine 15 .
- the storage battery 11 is, for example, a lithium-ion (Li-ion) secondary battery, and allows charging and discharging.
- Li-ion lithium-ion
- the first convertor 12 is connected with the storage battery 11 at one end thereof, and is connected with the first power drive unit 13 and the second power drive unit 17 at the other end thereof.
- the first power drive unit 13 is connected with the first convertor 12 and the second power drive unit 17 at one end thereof and is connected with the electric motor 14 at the other end thereof.
- the electric motor 14 is, for example, a three-phase brushless motor, and is connected with the first power drive unit 13 .
- the output shaft (not shown) of the electric motor 14 is connected through a transmission (not shown) with the driving shaft (not shown) of driving wheels (not shown), wherein the rotational driving force of the electric motor 14 is connected to the driving wheels (not shown) to be able to transmit the force.
- DC electric power output from the storage battery 11 is converted by the first convertor 12 , further transformed by first power drive unit 13 into three-phase AC electric power, and is supplied to the electric motor 14 .
- the vehicle hybrid automobile
- the electric motor 14 can function as a power generator for regenerative power generation.
- Three-phase AC electric power output by regenerative power generation from the electric motor 14 is transformed into DC electric power by the first power drive unit 13 , further converted by the first convertor 12 , and is supplied to the storage battery 11 .
- the kinetic energy of the vehicle is converted into electrical energy, and the storage battery 11 can thereby be charged.
- the internal combustion engine 15 consumes fuel and rotates a crankshaft (not shown).
- the crankshaft (not shown) of the internal combustion engine 15 is connected via a transmission (not shown) to the rotation shaft (not shown) of the power generator 16 so that the rotational driving force of the internal combustion engine 15 can be transferred to the power generator 16 .
- the power generator 16 is, for example, a three-phase brushless motor, and is connected with the second power drive unit 17 .
- the power generator 16 uses a three-phase brushless motor with a smaller size and lower output compared with the electric motor 14 .
- the second power drive unit 17 is connected with the power generator 16 at one end thereof, and is connected with the first convertor 12 and the second power drive unit 17 at the other end thereof.
- three-phase AC electric power output from the power generator 16 is transformed into DC electric power by the second power drive unit 17 , further transformed into three-phase AC electric power by the first power drive unit 13 , and supplied to the electric motor 14 .
- the electric compressor 18 is a compressor forming a heat pump circuit for thermal transfer between the inside of the vehicle compartment and the outside of the vehicle compartment to perform air conditioning in the vehicle compartment.
- the electric compressor 18 is connected to the storage battery 11 to be operated by electric power supplied from the storage battery 11 .
- the electric heater 19 is arranged to heat the air in the vehicle compartment in order to perform air conditioning inside the vehicle compartment.
- the electric heater 19 is connected to the storage battery 11 , and is operated by electric power supplied from the storage battery 11 .
- the second convertor 20 is connected with the storage battery 11 and the first convertor 12 at one end thereof, and is connected with the low-voltage storage battery 21 at the other end thereof.
- the second convertor 20 decreases the voltage supplied from the storage battery 11 and/or the first convertor 12 (for example, down to 12V), and can charge the low-voltage storage battery 21 .
- the low-voltage storage battery 21 is one with a voltage (for example, 12V) lower than the voltage of the storage battery 11 , and functions as an electric power source for supplying electric power to the controller 30 and the like.
- arrangement may made such that, for example, in a case that the remaining capacity (SOC: State Of Charge) of the storage battery 11 is low, the voltage of electric power supplied from the low-voltage storage battery 21 is increased by the second convertor 20 , and the storage battery 11 can be thus charged.
- SOC State Of Charge
- the charging device 22 is connected with the external charging plug 23 connectable with an external electric power source (not shown) at one end thereof, and is connected with the storage battery 11 at the other end thereof.
- the external charging plug 23 is connected with an external electric power source (for example, a commercial electric power source), and the storage battery 11 can thereby be charged.
- the controller 30 is configured with various ECUs (Electronic Control Unit), which are configured by electronic circuits, for example, a CPU (Central Processing Unit).
- the controller 30 includes a storage battery ECU 31 , a convertor ECU 32 , an electrical motor ECU 33 , an internal combustion engine ECU 34 , a power generator ECU 35 , and an air-conditioning ECU 36 , wherein the respective ECUs are communicably connected.
- the storage battery ECU 31 is arranged to be able to perform control of monitoring, protecting, and the like of a high-voltage electrical unit system including the storage battery 11 , and control of operation of electric power conversion of the second convertor 20 and the charging device 22 .
- the storage battery ECU 31 is connected with a voltage sensor (not shown) for detecting the voltage of the storage battery 11 , a current sensor (not shown) for detecting the current of the storage battery 11 , a temperature sensor (not shown) for detecting the temperature of the storage battery 11 , and the like so that detection signals output from these sensors are input.
- the storage battery ECU 31 can compute various state amounts such as the remaining capacity SOC of the storage battery 11 .
- the remaining capacity SOC may be computed by integrating the charge/discharge current detected by the current sensor, and the remaining capacity SOC may be computed from OCV (Open Circuit Voltage), based on the correlation between the remaining capacity SOC and the open circuit voltage (OCV) of the storage battery 11 .
- OCV Open Circuit Voltage
- the convertor ECU 32 can control charge/discharge between the storage battery 11 , and the auxiliary movement power section S and the electric motor 14 , by controlling the electric power conversion operation performed by the first convertor 12 .
- the electrical motor ECU 33 can control the electric power conversion operation performed by the first power drive unit 13 , and can thereby control driving and regenerative power generation of the electric motor 14 .
- the internal combustion engine ECU 34 can control, for example, fuel supply and ignition timing to the internal combustion engine 15 .
- the internal combustion engine ECU 34 is connected with a cooling water temperature sensor (not shown) for detecting the cooling water temperature TW of the internal combustion engine 15 and other sensors, and detection signals output from these sensors can be input to the internal combustion engine ECU 34 .
- the power generator ECU 35 controls the electric power conversion operation performed by the second power drive unit 17 , and can thereby control power generation performed by the power generator 16 .
- the air-conditioning ECU 36 controls the operation of the electric compressor 18 and the electric heater 19 , and can thereby control air conditioning inside the vehicle compartment.
- controller 30 is connected with various sensors (not shown) and the like, and detection signals output from these sensors are input to the controller 30 .
- a vehicle speed sensor (not shown) detects vehicle speed VP that is the speed of the vehicle having the power unit PU, and outputs a detection signal to the controller 30 .
- the controller 30 is arranged such as to be able to compute the acceleration ⁇ of the vehicle, based on the difference between the vehicle speed VP and the previous value of the vehicle speed VP.
- An accelerator open degree sensor detects the pedaling amount of an accelerator pedal (not shown) by a driver, and outputs a detection signal to the controller 30 . Then, based on the detection signal of the pedaling amount of the accelerator pedal, the controller 30 converts it into the accelerator open degree AP.
- the pedaling amount of the accelerator pedal and the accelerator open degree AP may be controlled either linearly or nonlinearly.
- a brake pedal sensor detects whether or not a brake pedal (not shown) is pedaled by the driver, and a detection signal is output to the controller 30 .
- a select range sensor (not shown) detects a select range selected by operation of a select lever (not shown) by the driver, and a detection signal is output to the controller 30 .
- a starter switch (not shown) is a switch that is pressed when the vehicle (hybrid vehicle) starts, and a detection signal is output to the controller 30 .
- FIG. 2 is a flowchart of the operation mode determining process of the power unit PU in the first embodiment.
- step S 1 the controller 30 determines whether or not the selection range is either one of P range (parking range) and N range (neutral range) (P or N?). If the selection range is either P range or N range (S 1 Yes), then the process by the controller 30 proceeds to step S 11 . If the selection range is neither P range nor N range (S 1 No), then the process by the controller 30 proceeds to step S 2 .
- step S 2 the controller 30 determines whether or not the brake pedal (not shown) is pedaled by the driver (BRAKE ON?). If the brake pedal is pressed down (S 2 Yes), then the process by the controller 30 proceeds to step S 3 . On the other hand, if the brake pedal is not pedaled (S 2 No), then the process by the controller 30 proceeds to step S 21 .
- step S 11 the controller 30 sets a power generator power generation output PREQGEN, which is the power generation amount of the power generator 16 , to a power generator power generation output PREQGENIDL in idling state (PREQGEN ⁇ PREQGENIDL).
- the power generator power generation output PREQGENIDL in idling state is a set value having been set in advance and is stored in the controller 30 .
- step S 12 the controller 30 sets the rotation speed NGEN of the internal combustion engine for the power generator, which is the rotation speed of the internal combustion engine 15 , to a rotation speed NGENIDL of the internal combustion engine for the power generator in idling state (NGEN ⁇ NGENIDL).
- the rotation speed NGENIDL of the internal combustion engine for the power generator in idling state is a set value having been set in advance, and is stored in the controller 30 .
- step S 13 the controller 30 determines whether or not the remaining capacity SOC of the storage battery 11 is greater than the upper limit remaining capacity SOCIDLE for performing power generation in idling state (SOC>SOCIDLE?).
- the upper limit remaining capacity SOCIDLE for performing power generation in idling state is a threshold value having been set in advance, and is stored in the controller 30 . If the remaining capacity SOC is greater than the upper limit remaining capacity SOCIDLE for performing power generation in idling state (S 13 Yes), then the process by the controller 30 proceeds to step S 15 . On the other hand, if the remaining capacity SOC is not greater than the upper limit remaining capacity SOCIDLE for performing power generation in idling state (S 13 No), then the process by the controller 30 proceeds to step S 14 .
- step S 14 the controller 30 sets the operation mode of the power unit PU to the first mode (REVIDLE), and terminates the operation mode determining process of the power unit PU.
- REVIDLE the first mode
- the first mode is a mode for performing power generation by the auxiliary movement power section S in a state that the electric motor 14 is stopped.
- the electric power generated by the auxiliary movement power section S is charged to the storage battery 11 , and the remaining capacity SOC of the storage battery 11 is thereby increased.
- the electrical motor ECU 33 controls the first power drive unit 13 such as to stop the electric motor 14 (MOT: stop).
- the internal combustion engine ECU 34 controls the internal combustion engine 15 such that the rotation speed of the internal combustion engine 15 becomes the rotation speed NGEN, of the internal combustion engine for the power generator, having been set in step S 12 (namely, the rotation speed NGENIDL of the internal combustion engine for the power generator in idling state) (ENG: ON).
- the power generator ECU 35 controls the second power drive unit 17 such that the power generation amount of the power generator 16 becomes the power generator power generation output PREQGEN having been set in step S 11 (namely, the power generator power generation output PREQGENIDL in idling state) (GEN: power generation).
- the convertor ECU 32 controls the first convertor 12 such as to charge the electric power generated by the auxiliary movement power section S to the storage battery 11 .
- the storage battery ECU 31 monitors and protects the storage battery 11 .
- step S 15 the controller 30 sets the operation mode of the power unit PU to the second mode (IDLE STOP), and terminates the operation mode determining process of the power unit PU.
- the second mode is a mode that stops the auxiliary movement power section S (does not perform power generation) in a state of making the electric motor 14 stopped.
- the electrical motor ECU 33 controls the first power drive unit 13 such as to stop the electric motor 14 (MOT: stop).
- the internal combustion engine ECU 34 controls the internal combustion engine 15 such as to stop the internal combustion engine 15 (ENG: OFF).
- the power generator ECU 35 controls the second power drive unit 17 such as to stop the power generator 16 (GEN: stop).
- step S 21 the controller 30 performs map searching for the required driving force FREQF of the electric motor 14 , based on the vehicle speed VP and the accelerator open degree AP (MAP searching by FREQF ⁇ VP, AP).
- the required driving force FREQF is the driving force that the driver requires the electric motor 14 to generate.
- the map of the required driving force FREQF versus speed VP and accelerator open degree AP is stored in the controller 30 in advance.
- the map of required driving force FREQF can be set such that, for example, if the vehicle speed VP is higher than or equal to a predetermined vehicle speed, the higher the vehicle speed VP, the lower the required driving force FREQF.
- the required driving force FREQF can be set such as to become close to zero as the accelerator open degree AP becomes larger.
- step S 22 the controller 30 computes an output PREQ for the required driving force of the electric motor 14 from the vehicle speed VP and the required driving force FREQF obtained in step S 21 (computation by PREQ ⁇ VP, FREQF).
- the output PREQ for required driving is an electric power amount that is output from the storage battery 11 (and/or the auxiliary movement power section S) to the electric motor 14 in order to make the electric motor 14 generate the required driving force FREQF obtained in step S 21 .
- the computation expression for the output PREQ for required driving is determined by the characteristics of the electric motor 14 and are stored in the controller 30 in advance.
- step S 23 the controller 30 computes an estimated gradient value ⁇ from the vehicle speed VP, the acceleration ⁇ , and the required driving force (previous value) FREQFB, which is the previous value of the required driving force FREQF (computation of an estimated gradient value ⁇ from VP, ⁇ , and FREAFB).
- an estimated gradient value ⁇ is an estimated value of the gradient of the road surface on which the vehicle having the power unit PU is currently running.
- an estimated gradient value ⁇ is computed by Expression (1), based on the required driving force (previous value) FREQFB, the air resistance Ra, the rolling resistance Rr, the acceleration resistance Rc, the vehicle weight W, and the gravity acceleration g.
- the air resistance Ra is computed by Expression (2), based on the air resistance coefficient ⁇ , the front projected area S, and the vehicle speed VP.
- the rolling resistance Rr is computed by Expression (3), based on the vehicle weight W and the rolling resistance coefficient ⁇ .
- the acceleration resistance Rc is computed by Expression (4), based on the acceleration ⁇ and the vehicle weight W.
- the gravity acceleration g, the air resistance coefficient ⁇ , the front projected area S, the vehicle weight W, and the rolling resistance coefficient ⁇ are set values having been set in advance, and are stored in the controller 30 .
- step S 24 the controller 30 computes the discharge depth DOD of the storage battery 11 (computation of discharge depth). Details will be described later, referring to FIG. 3 .
- step S 26 the controller 30 computes the power generator power generation output PREQGEN, which is the power generation amount of the power generator 16 (computation of power generation amount). Details will be described later, referring to FIG. 5 .
- step S 27 the controller 30 performs a limiting processing of the power generator power generation output PREQGEN computed in step S 26 (power generation amount limiting process). Details will be described later, referring to FIG. 6 .
- step S 28 the controller 30 performs table searching for a rotation speed NGEN of the internal combustion engine for the power generator, the rotation speed NGEN being the rotation speed of the internal combustion engine 15 , based on the power generator power generation output PREQGEN obtained by the limit processing in step S 27 (table searching by NGEN ⁇ PREQGEN).
- the table of rotation speed NGEN of the internal combustion engine for the power generator versus power generator power generation output PREQGEN is stored in the controller 30 in advance.
- this table is arranged, as shown in FIG. 2 , such that the higher the power generator power generation output PREQGEN, the higher the rotation speed NGEN of the internal combustion engine for the power generator.
- step S 29 the controller 30 determines whether or not the required driving force FREQF of the electric motor 14 obtained in step S 21 is smaller than ‘0’ (FREQF ⁇ 0?). If the required driving force FREQF is smaller than ‘0’ (S 29 Yes), then the process by the controller 30 proceeds to step S 30 . On the other hand, if the required driving force FREQF is not smaller than ‘0’ (S 29 No), then the process by the controller 30 proceeds to step S 33 .
- step S 31 the controller 30 sets the operation mode of the power unit PU to the third mode (EV REGEN), and terminates the operation mode determining process of the power unit PU.
- EV REGEN the third mode
- the third mode is a mode for stopping the auxiliary movement power section S (for not performing power generation), in a state of making the electric motor 14 perform regenerative power generation.
- the electrical motor ECU 33 controls the first power drive unit 13 such that the driving force of the electric motor 14 becomes the required driving force FREQF obtained in step S 21 (such that the output of the regenerative power generation by the electric motor 14 becomes the output PREQ for the required driving obtained in step S 22 ) (MOT regeneration).
- the internal combustion engine ECU 34 controls the internal combustion engine 15 such as to stop the internal combustion engine 15 (ENG: OFF).
- the power generator ECU 35 controls the second power drive unit 17 such as to stop the power generator 16 (GEN: stop).
- the convertor ECU 32 controls the first convertor 12 such as to charge the electric power regenerated by the electric motor 14 to the storage battery 11 .
- the storage battery ECU 31 monitors and protects the storage battery 11 .
- step S 32 the controller 30 sets the operation mode of the power unit PU to a fourth mode (REV REGEN), and terminates the operation mode determining process of the power unit PU.
- REV REGEN fourth mode
- the fourth mode is a mode for performing power generation by the auxiliary movement power section S, in a state of making the electric motor 14 perform regenerative power generation.
- the electrical motor ECU 33 controls the first power drive unit 13 such that the driving force of the electric motor 14 becomes the required driving force FREQF obtained in step S 21 (such that the output of the regenerative power generation of the electric motor 14 becomes the output PREQ for the required driving obtained in step S 22 ) (MOT: regeneration).
- the internal combustion engine ECU 34 controls the internal combustion engine 15 such that the rotation speed of the internal combustion engine 15 becomes the rotation speed NGEN of the internal combustion engine for the power generator obtained in step S 28 (ENG: ON).
- the power generator ECU 35 controls the second power drive unit 17 such that the power generation amount of the power generator 16 becomes the power generator power generation output PREQGEN obtained in step S 26 and step S 27 (GEN: power generation).
- the convertor ECU 32 controls the first convertor 12 such as to charge the electric power regenerated by the electric motor 14 and the electric power generated by the auxiliary movement power section S to the storage battery 11 .
- the storage battery ECU 31 monitors and protects the storage battery 11 .
- step S 34 the controller 30 sets the operation mode of the power unit PU to a fifth mode (REV RUN), and terminates the operation mode determining process of the power unit PU.
- REV RUN a fifth mode
- the fifth mode is a mode for generating power by the auxiliary movement power section S and running by driving the electric motor 14 by electric power generated by the auxiliary movement power section S and/or electric power stored in the storage battery 11 .
- the amount of decrease in the remaining capacity SOC of the storage battery 11 is reduced. If electric power consumed by the electric motor 14 is lower than the electric power generated by the auxiliary movement power section S, a part of electric power generated by the auxiliary movement power section S is charged to the storage battery 11 , to thereby increase the remaining capacity SOC of the storage battery 11 .
- the electrical motor ECU 33 controls the first power drive unit 13 such that the driving force of the electric motor 14 becomes the required driving force FREQF obtained in step S 21 (such that electric power supplied to the electric motor 14 becomes the output PREQ for the required driving obtained in step S 22 )(MOT: drive).
- the internal combustion engine ECU 34 controls the internal combustion engine 15 such that the rotation speed of the internal combustion engine 15 becomes the rotation speed NGEN of the internal combustion engine for the power generator obtained in step S 28 (ENG: ON).
- the power generator ECU 35 controls the second power drive unit 17 such that the power generation amount of the power generator 16 becomes the power generator power generation output PREQGEN obtained in step S 26 and step S 27 (GEN: power generation).
- the convertor ECU 32 controls the first convertor 12 such as to supply electric power generated by the auxiliary movement power section S and/or electric power stored in the storage battery 11 to the electric motor 14 .
- the storage battery ECU 31 monitors and protects the storage battery 11 .
- step S 35 the controller 30 sets the operation mode of the power unit PU to a sixth mode (EV RUN), and terminates the operation mode determining process of the power unit PU.
- EV RUN sixth mode
- the sixth mode is a mode for running by driving the electric motor 14 by electric power stored in the storage battery 11 and stopping the auxiliary movement power section S (without performing power generation).
- the electrical motor ECU 33 controls the first power drive unit 13 such that the driving force of the electric motor 14 becomes the required driving force FREQF obtained in step S 21 (such that electric power supplied to the electric motor 14 becomes the output PREQ for the required driving obtained in step S 22 ) (MOT: drive).
- the internal combustion engine ECU 34 drives the internal combustion engine 15 such as to stop the internal combustion engine 15 (ENG: OFF).
- the power generator ECU 35 controls the second power drive unit 17 such as to stop the power generator 16 (GEN: stop).
- the convertor ECU 32 controls the first convertor 12 such as to supply electric power generated by the auxiliary movement power section S and/or electric power stored in the storage battery 11 to the electric motor 14 .
- the storage battery ECU 31 monitors and protects the storage battery 11 .
- FIG. 3 is a flowchart of the discharge depth computing process.
- step S 101 the controller 30 determines whether or not it is a time when the starter switch has been turned on (starter SW ON?)
- starter SW ON ‘a time when the starter time switch has been turned on’ is the first computation timing after the starter switch is pressed. If it is a time when the starter switch has been turned on (S 101 Yes), then the process by the controller 30 proceeds to step S 102 . On the other hand, if it is not a time when the starter switch has been turned on (S 101 No), then the process by the controller 30 proceeds to step S 109 .
- step S 102 the controller 30 sets a discharge depth computation reference remaining capacity SOCINT to the remaining capacity SOC of the storage battery 11 (SOCINT ⁇ SOC).
- step S 103 the controller 30 determines whether or not the discharge depth computation reference remaining capacity SOCINT is smaller than a discharge depth computation reference remaining capacity lower limit value SOCINTL (SOCINT ⁇ SOCINTL?)
- the discharge depth computation reference remaining capacity lower limit value SOCINTL is a set value having been set in advance, and is stored in the controller 30 . If the discharge depth computation reference remaining capacity SOCINT is smaller than the discharge depth computation reference remaining capacity lower limit value SOCINTL (S 103 Yes), then the process by the controller 30 proceeds to step S 104 . On the other hand, if the discharge depth computation reference remaining capacity SOCINT is not smaller than the discharge depth computation reference remaining capacity lower limit value SOCINTL (S 103 No), then the process by the controller 30 proceeds to step S 105 .
- step S 104 the controller 30 sets the discharge depth computation reference remaining capacity SOCINT to the discharge depth computation reference remaining capacity lower limit value SOCINTL (SOCINT ⁇ SOCINTL). Then, the process by the controller 30 proceeds to step S 105 .
- step S 105 the controller 30 sets a discharge depth computation performing lower limit threshold value SOCLMTL to a value of the discharge depth computation reference remaining capacity SOCINT subtracted by a discharge depth computation performing determining discharge amount DODLMT (SOCLMTL ⁇ SOCINT ⁇ DODLMT).
- the discharge depth computation performing determining discharge amount DODLMT (see FIG. 7 ) is a set value having been set in advance, and is stored in the controller 30 .
- step S 106 the controller 30 sets a discharge depth computation performing upper limit threshold value SOCLMTH to a value obtained by adding a discharge depth computation performing determining charge amount SOCUP to the discharge depth computation reference remaining capacity SOCINT (SOCLMTH ⁇ SOCINT+SOCUP).
- the discharge depth computation performing determining charge amount SOCUP (see FIG. 7 ) is a set value having been set in advance, and is stored in the controller 30 .
- step S 107 the controller 30 sets a discharge depth computation performing flag F_DODLMT to ‘0’ (not performing) (F_DODLMT ⁇ 0).
- step S 108 the controller 30 sets a discharge depth DOD to ‘0’, which is the initial value, (DOD ⁇ 0), terminates the discharge depth computing process (step S 24 ), and the process proceeds to step S 25 (see FIG. 2 ).
- step S 109 the controller 30 determines whether or not the remaining capacity SOC is greater than a discharge depth computation performing upper limit remaining capacity SOCUPH (SOC>SOCUPH?)
- the discharge depth computation performing upper limit remaining capacity SOCUPH is a threshold value having been set in advance, and is stored in the controller 30 . If the remaining capacity SOC is greater than the discharge depth computation performing upper limit remaining capacity SOCUPH (S 109 Yes), then the process by the controller 30 proceeds to step S 107 . On the other hand, if the remaining capacity SOC is not greater than the discharge depth computation performing upper limit remaining capacity SOCUPH (S 109 No), then the process by the controller 30 proceeds to step S 110 .
- step S 110 the controller 30 determines whether or not the remaining capacity SOC is greater than the discharge depth computation performing lower limit threshold value SOCLMTL (see step S 105 ) (SOC>SOCLMTL?) If the remaining capacity SOC is greater than the discharge depth computation performing lower limit threshold value SOCLMTL (S 110 Yes), then the process of the controller 30 proceeds to step S 113 . On the other hand, if the remaining capacity SOC is not greater than the discharge depth computation performing lower limit threshold value SOCLMTL (S 110 No), then the process by the controller 30 proceeds to step S 111 .
- step S 111 the controller 30 sets the discharge depth computation performing flag F_DODLMT to ‘1’ (performing) (F_DODLMT ⁇ 1).
- step S 112 the controller 30 sets the discharge depth DOD to the discharge depth computation reference remaining capacity SOCINT subtracted by the remaining capacity SOC (DOD ⁇ SOCINT ⁇ SOC), terminates the discharge depth computing process (step S 24 ), and the process proceeds to step S 25 (see FIG. 2 ).
- step S 114 the controller 30 determines whether or not the remaining capacity SOC is greater than the discharge depth computation performing upper limit threshold value SOCLMTH (see step S 106 ) (SOC>SOCLMTH?) If the remaining capacity SOC is greater than the discharge depth computation performing upper limit threshold value SOCLMTH (S 114 Yes), then the process by the controller 30 proceeds to step S 102 . On the other hand, if the remaining capacity SOC is not greater than the discharge depth computation performing upper limit threshold value SOCLMTH (S 114 No), then the process by the controller 30 proceeds to step S 115 .
- step S 115 the controller 30 set the discharge depth DOD to a value of the discharge depth computation reference remaining capacity SOCINT subtracted by the remaining capacity SOC (DOD ⁇ SOCINT ⁇ SOC), terminates the discharge depth computing process (step S 24 ), and the process by the controller 30 proceeds to step S 25 (see FIG. 2 ).
- FIG. 7 is a graph illustrating the discharge depth computing process, wherein the horizontal axis represents time, and the vertical axis represents the ratio(%) of the remaining capacity SOC of the storage battery 11 .
- the remaining capacity SOC of the storage battery 11 is read in and is set as the discharge depth computation reference remaining capacity SOCINT (S 101 in FIG. 3 Yes, see S 102 ). Further, the discharge depth computation performing lower limit threshold value SOCLMTL and the discharge depth computation performing upper limit threshold value SOCLMTH are computed from the discharge depth computation reference remaining capacity SOCINT (see S 105 and S 106 in FIG. 3 ), and the discharge depth computation performing flag F_DODLMT and the discharge depth DOD are initialized (see S 107 and S 108 in FIG. 3 ).
- the discharge depth computation reference remaining capacity SOCINT has a lower limit value, and if the remaining capacity SOC is smaller than a discharge depth computation reference remaining capacity lower limit value SOCINTL, the discharge depth computation reference remaining capacity lower limit value SOCINTL is set as the discharge depth computation reference remaining capacity SOCINT (S 103 in FIG. 3 Yes, see S 104 ).
- the discharge depth computation performing lower limit threshold value SOCLMTL which is the threshold value for starting computation of the discharge depth DOD, also has a lower limit value (SOCINTL ⁇ DODLMT), and accordingly, computation of the discharge depth DOD can be started, for example, even if the remaining capacity SOC of the storage battery 11 is small when the starter switch is turned on.
- the discharge depth computation reference remaining capacity SOCINT be a remaining capacity SOC smaller than the discharge depth computation reference remaining capacity lower limit value SOCINTL, it is possible to make the value of the discharge depth DOD larger.
- control such that starting power generation tends to be determined in the power generation performing determining process (particularly see S 203 in FIG. 4 ), and perform control toward direction which makes the power generation amount larger in the power generation amount computing process (particularly see S 304 in FIG. 5 ).
- the discharge depth DOD is set to ‘0’ without updating the discharge depth computation reference remaining capacity SOCINT, and computation is terminated (see S 109 Yes, S 107 , S 108 ). That is, when the remaining capacity SOC of the storage battery 11 includes a spare amount, computation of the discharge depth DOD is not performed.
- FIG. 4 is a flowchart of the power generation performing determining process.
- step S 201 the controller 30 determines whether or not the remaining capacity SOC is smaller than a REV mode power generation performing upper limit remaining capacity SOCREV (SOC ⁇ SOCREV?) If the remaining capacity SOC is smaller than the REV mode power generation performing upper limit remaining capacity SOCREV (S 201 Yes), then the process by the controller 30 proceeds to step 5202 . On the other hand, if the remaining capacity SOC is not smaller than the REV mode power generation performing upper limit remaining capacity SOCREV (S 201 No), then the process by the controller 30 proceeds to step S 208 .
- SOC ⁇ SOCREV REV mode power generation performing upper limit remaining capacity SOCREV
- step S 202 the controller 30 determines whether or not the cooling water temperature TW of the internal combustion engine 15 is higher than an EV mode performing upper limit water temperature TWEV (TW>TWEV?)
- the EV mode performing upper limit water temperature TWEV is a threshold value for determining whether or not the internal combustion engine 15 is during warming-up.
- the controller 30 performs control to prohibit power generation by the power generator power generator 16 until the warming-up of the internal combustion engine 15 is completed. If the cooling water temperature TW is higher than the EV mode performing upper limit water temperature TWEV (in other words, if warming-up is completed) (S 202 Yes), then the process by the controller 30 proceeds to step S 203 .
- step S 208 the process by the controller 30 proceeds to step S 208 .
- step S 203 the controller 30 performs table searching for a power generation performing lower limit vehicle speed VPGENDOD by discharge depth, based on the discharge depth DOD (table searching by VPGENDOD ⁇ DOD).
- the power generation performing lower limit vehicle speed VPGENDOD by the discharge depth is a threshold value for determining whether or not to perform power generation by the auxiliary movement power section S, based on the vehicle speed VP (see step S 205 described later).
- the table of power generation performing lower limit vehicle speed VPGENDOD versus discharge depth DOD is stored in the controller 30 in advance. As shown in FIG. 4 , this table is arranged such that if the discharge depth DOD has become larger than or equal to a predetermined value, then, the larger the discharge depth DOD, the lower the power generation performing lower limit vehicle speed VPGENDOD by the discharge depth.
- step S 204 the controller 30 performs table searching for a power generation performing lower limit vehicle speed VPGENSOC by the remaining capacity, based on the remaining capacity SOC (table searching by VPGENSOC ⁇ SOC).
- the power generation performing lower limit vehicle speed VPGENSOC by the remaining capacity is a threshold value for determining whether or not to perform power generation by the auxiliary movement power section S, based on the vehicle speed VP (see step S 206 described later).
- the table of power generation performing lower limit vehicle speed VPGENSOC by the remaining capacity versus remaining capacity SOC is stored in the controller 30 in advance. This table is arranged such that, as shown in FIG. 4 , if the remaining capacity SOC has become smaller than or equal to a predetermined value, then, the smaller the remaining capacity SOC, the lower the power generation performing lower limit vehicle speed VPGENSOC by the remaining capacity.
- step S 205 the controller 30 determines whether or not the vehicle speed VP is higher than the power generation performing lower limit vehicle speed VPGENDOD (see step S 203 ) by the discharge depth (VP>VPGENDOD?). If the vehicle speed VP is higher than the power generation performing lower limit vehicle speed VPGENDOD by the discharge depth (S 205 Yes), then the process by the controller 30 proceeds to step S 207 . On the other hand, if the vehicle speed VP is not higher than the power generation performing lower limit vehicle speed VPGENDOD by the discharge depth (S 205 No), then the process by the controller 30 proceeds to step S 206 .
- step S 206 the controller 30 determines whether or not the vehicle speed VP is higher than the power generation performing lower limit vehicle speed VPGENSOC (see step S 204 ) by the remaining capacity (VP>VPGENSOC?) If the vehicle speed VP is higher than the power generation performing lower limit vehicle speed VPGENSOC by the remaining capacity (S 206 Yes), then the process by the controller 30 proceeds to step S 207 . On the other hand, if the vehicle speed VP is not higher than the power generation performing lower limit vehicle speed VPGENSOC by the remaining capacity (S 206 No), then the process by the controller 30 proceeds to step S 208 .
- step S 207 the controller 30 sets the power generation performing flag F_GEN to ‘1’ (GEN: power generation) (F_GEN ⁇ 1). Then, the controller 30 terminates the power generation performing determining process (step S 25 ), and the process by the controller 30 proceeds to step S 26 (see FIG. 2 ).
- step S 208 the controller 30 sets the power generation performing flag F_GEN to ‘0’ (GEN: stop) (F_GEN ⁇ 0). Then, the controller 30 terminates the power generation performing determining process (step S 25 ), and the process by the controller 30 proceeds to step S 26 (see FIG. 2 ).
- the power generation performing determining process shown in FIG. 4 is arranged as follows.
- the threshold value the power generation performing lower limit vehicle speed VPGENDOD by the discharge depth or the power generation performing lower limit vehicle speed VPGENSOC by the remaining capacity
- the threshold value of the vehicle speed VP for starting power generation by the auxiliary movement power section S is decreased, and it is thereby possible to prevent the storage battery 11 from over discharge.
- a power generation control device provided with a conventional power generator (an internal combustion engine) with a comparatively high output has been arranged such that, if a vehicle is in a low vehicle speed state with a vehicle speed VP lower than a predetermined threshold value, power generation is not started until the remaining capacity SOC of the storage battery 11 becomes lower than or equal to a predetermined value.
- FIG. 5 is a flowchart of a power generation amount computing process in the first embodiment.
- step S 301 the controller 30 performs table searching, based on the vehicle speed VP, for a power generation amount PGENRL that is corresponding to an output necessary for cruising at an individual vehicle speed (table searching by PGENRL ⁇ VP).
- the power generation amount PGENRL which is corresponding to an output necessary for cruising at an individual vehicle speed, is an electric power amount to be supplied to the electric motor 14 in order to generate a driving force that is strong enough to overcome the air resistance Ra and the rolling resistance Rr of the vehicle.
- the table of power generation amount PGENRL corresponding to an output necessary for cruising at an individual vehicle speed versus vehicle speed VP is stored in the controller 30 in advance.
- this table is arranged such that the higher the vehicle speed VP, the larger the power generation amount PGENR, which is corresponding to an output necessary for cruising at an individual vehicle speed.
- step S 302 the controller 30 performs map searching for a power generation correction amount PGENSLP at an individual vehicle speed and gradient, based on the vehicle speed VP and an estimated gradient value ⁇ (see step S 23 in FIG. 2 ) of a road surface (MAP searching by PGENSLP ⁇ VP, ⁇ ).
- the map of power generation correction amount PGENSLP versus vehicle speed VP and estimated gradient value ⁇ is stored in the controller 30 in advance.
- the map of power generation correction amount PGENSLP at individual vehicle speed and gradient can be set such that, for example, the larger the estimated gradient value ⁇ , the larger power generation correction amount PGENSLP, and in case that the estimated gradient value ⁇ is constant, the higher the vehicle speed VP, the smaller the power generation correction amount PGENSLP.
- step S 303 the controller 30 performs table searching for a power generation add-on basic amount PGENBASE at an individual vehicle speed, based on the vehicle speed VP (table searching by PGENBASE ⁇ VP).
- the table of power generation add-on basic amount PGENBASE at individual vehicle speed versus vehicle speed VP is stored in the controller 30 in advance. This table is arranged such that, as shown in FIG. 5 , the higher the vehicle speed VP, the smaller the power generation add-on basic amount PGENBASE at individual vehicle speed.
- step S 304 the controller 30 performs map searching for a power generation add-on amount PGENDOD at an individual vehicle speed and discharge depth, based on the vehicle speed VP and the discharge depth DOD (MAP searching by PGENDOD ⁇ VP, DOD).
- the map of power generation add-on amount PGENDOD at individual vehicle and discharge depth versus vehicle speed VP and discharge depth DOD is stored in the controller 30 in advance.
- the map of power generation add-on amount PGENDOD at individual vehicle speed and discharge depth can be set such that, for example, the larger the discharge depth DOD, the larger the power generation add-on amount PGENDOD, and in case that the discharge depth DOD is constant, the higher the vehicle speed VP, the smaller the power generation add-on amount PGENDOD.
- step S 305 the controller 30 performs map searching for a power generation add-on amount PGENSOC at an individual vehicle speed and remaining capacity, based on the vehicle speed VP and the remaining capacity SOC (MAP searching by PGENSOC ⁇ VP, SOC).
- the map of power generation add-on amount PGENSOC at vehicle speed and remaining capacity versus vehicle speed VP and remaining capacity SOC is stored in the controller 30 in advance.
- the map of power generation add-on amount PGENSOC at individual vehicle speed and remaining capacity can be set such that, for example, the smaller the remaining capacity SOC, the larger the power generation add-on amount PGENSOC, and in case that the remaining capacity SOC is constant, the higher the vehicle speed VP, the smaller the power generation add-on amount PGENSOC.
- step S 306 the controller 30 performs table searching for a power generation add-on amount PGENAC during usage of an air conditioner, at an individual vehicle speed, based on the vehicle speed VP (table searching by PGENAC ⁇ VP).
- the table of power generation add-on amount PGENAC during usage of an air conditioner at individual vehicle speed versus vehicle speed VP is stored in the controller 30 in advance. This table is arranged such that, as shown in FIG. 5 , the higher the vehicle speed VP, the smaller the power generation add-on amount PGENAC during usage of an air conditioner at individual vehicle speed.
- the air conditioning ECU 36 sets the air conditioner using flag F_AC to ‘1’ (air conditioner used) when the electric compressor 18 and/or the electric heater 19 is operated, and sets the air conditioner using flag F_AC to ‘0’ when neither the electric compressor 18 nor the electric heater 19 is operated (air conditioner not used). If the air conditioner using flag F_AC is ‘1’ (air conditioner used) (S 307 Yes), then the process by the controller 30 proceeds to step S 309 . On the other hand, if the air conditioner using flag F_AC is not ‘1’ (air conditioner used) (S 307 Not), then the process by the controller 30 proceeds to step S 308 .
- step S 308 the controller 30 sets a power generator power generation output PREQGEN, which is the power generation amount of the power generator 16 , to a value obtained by adding the power generation amount PGENRL (see S 301 ) corresponding to an output necessary for cruising at an individual vehicle speed, the power generation correction amount PGENSLP (see S 302 ) at the individual vehicle speed and gradient, the power generation add-on basic amount PGENBASE (see S 303 ) at the individual vehicle speed, the power generation add-on amount PGENDOD (see S 304 ) at the individual vehicle speed and discharge depth, and the power generation add-on amount PGENSOC (see S 305 ) at the individual vehicle speed and remaining capacity. Then, the controller 30 terminates the power generation amount computing process (step S 26 ), and the process by the controller 30 proceeds to step S 27 (see FIG. 2 ).
- PREQGEN the power generation amount of the power generator 16
- step S 309 the controller 30 sets a power generator power generation output PREQGEN, which is the power generation amount of the power generator 16 , to a value obtained by adding the power generation amount PGENRL (see S 301 ) corresponding to output necessary for cruising at an individual vehicle speed, the power generation correction amount PGENSLP (see S 302 ) at the individual vehicle speed and gradient, the power generation add-on basic amount PGENBASE (see S 303 ) at the individual vehicle speed, the power generation add-on amount PGENDOD (see S 304 ) at the individual vehicle speed and discharge depth, the power generation add-on amount PGENSOC (see S 305 ) at the individual vehicle speed and remaining capacity, and the power generation add-on amount PGENAC (see S 306 ) at the individual vehicle speed and air conditioner using time. Then, the controller 30 terminates the power generation amount computing process (step S 26 ), and the process by the controller 30 proceeds to step S 27 (see FIG. 2 ).
- PREQGEN the power generation amount of the power generator 16
- so-called ‘cruising output following type control’ can be realized, wherein power generation is performed by the auxiliary movement power section S, based on the power generator power generation output PREQGEN (see S 308 and S 309 ) that is obtained by adding the power generation amount PGENRL (see S 301 ) corresponding to output necessary for cruising at an individual vehicle speed, the power generation amount PGENRL being an output corresponding to the air resistance Ra and the rolling resistance Rr of the vehicle which occur when the vehicle runs, and the power generation add-on basic amount PGENBASE (see S 303 ) at the individual vehicle speed, the power generation add-on basic amount PGENBASE having been set as a spare amount.
- the power generation add-on basic amount PGENBASE having been set as a spare amount.
- Patent Literature 1 it is possible to solve the problems with the conventional ‘required output following type control’ (see Patent Literature 1) that, if the required power generation amount of a power generator is high, the fuel economy drops with a deviation from the best fuel economy point of an internal combustion engine, and sounds and vibration generated by the internal combustion engine become significant, by which the merchantability falls. Further, it is possible to solve the problem with the conventional ‘constant point operation type control’ (see Patent Literature 2) that, if a power generator 16 with a low output (an internal combustion engine 15 with a small displacement) is provided, it is difficult to maintain energy due to the discharge tendency of the storage battery 11 .
- the power generation amount PGENRL (see S 301 ) corresponding to output necessary for cruising at an individual vehicle speed is set, based on the vehicle speed VP, it is possible to charge the storage battery 11 with a surplus output of the auxiliary movement power section S, for example, on a descent or during deceleration of the vehicle. That is, instead of performing high output power generation that drops the efficiency of the internal combustion engine 15 , energy maintenance of the storage battery 11 can be made even easier by that the frequency of power generation of the auxiliary movement power section S is increased, for example, on a descent or during deceleration of the vehicle.
- the power generator power generation output PREQGEN is corrected by the power generation correction amount PGENSLP (see S 302 ) at an individual vehicle speed and gradient, it is possible to appropriately control the power generation amount of the auxiliary movement power section S by compensating the effect by the estimated gradient value ⁇ (see step S 23 in FIG. 2 ) of a road surface. Still further, as the power generator power generation output PREQGEN is corrected by the power generation add-on amount PGENDOD (see S 304 ) at the individual vehicle speed and discharge depth, it is possible to appropriately control the power generation amount of the auxiliary movement power section S by compensating the effect of the discharge depth DOD.
- the power generator power generation output PREQGEN is corrected by the power generation add-on amount PGENSOC (see S 305 ) at the individual vehicle speed and remaining capacity, it is possible to appropriately control the power generation amount of the auxiliary movement power section S by compensating the effect of the remaining capacity SOC.
- the power generator power generation output PREQGEN is corrected by the power generation add-on amount PGENAC (see S 306 ) at the individual vehicle speed and during air conditioner usage, it is possible to appropriately control the power generation amount of the auxiliary movement power section S by compensating the effect of the air conditioning load (electric compressor 18 , electric heater 19 ).
- the air conditioning load electric compressor 18 , electric heater 19
- FIG. 6 is a flowchart of the power generation amount limiting process (upper limit value) in the first embodiment.
- step S 501 the controller 30 performs table searching for an upper limit output PWRSOC in a BSFC best region, based on the remaining capacity SOC of the storage battery 11 (table searching by PWRSOC ⁇ SOC).
- the upper limit output PWRSOC of the BSFC best region is the upper limit value of the net fuel consumption rate (BSFC: Brake Specific Fuel Consumption) in controlling the internal combustion engine 15 .
- the table of upper limit output PWRSOC in the BSFC best region versus remaining capacity SOC is stored in the controller 30 in advance. This table is arranged such that, as shown in FIG. 6 , the larger the remaining capacity SOC, the larger the upper limit output PWRSOC in the BSFC best region.
- step S 502 the controller 30 performs map searching for a power generation electric power requirement upper limit value PGENLMTSLP at the individual vehicle speed and gradient, based on the vehicle speed VP and the estimated gradient value ⁇ of the road surface (see step S 23 in FIG. 2 ) (MAP searching by PGENLMTSLP ⁇ VP, ⁇ ).
- map of power generation electric power requirement upper limit value PGENLMTSLP at vehicle speed and gradient versus vehicle speed VP and estimated gradient value ⁇ is stored in the controller 30 in advance.
- the map of power generation electric power requirement upper limit value PGENLMTSLP at vehicle speed and gradient can be set such that, for example, the larger the estimated gradient value ⁇ , the larger the power generation electric power requirement upper limit value PGENLMTSLP; and the higher the vehicle speed VP, the larger the power generation electric power requirement upper limit value PGENLMTSLP.
- step S 503 the controller 30 inputs and sets an electric power consumption PWRACHTR consumed by air conditioning (PWRACHTR ⁇ electric power consumption by air conditioning).
- the electric power consumption by air conditioning PWRACHTR is set to ‘0’ if no air conditioning device (electric compressor 18 , electric heater 19 ) is currently used, and if any air conditioning device (electric compressor 18 , electric heater 19 ) is currently used, the electric power consumption by air conditioning PWRACHTR is set to the maximum electric power consumption by the air conditioning device (total in case of plural devices). Or, the electric power consumption by the air conditioning device/devices (electric compressor 18 , electric heater 19 ) may be obtained by estimation.
- an electric power consumption can be estimated, based on the indoor temperature, the outdoor temperature, and the set temperature. Further, in case of performing air conditioning in the vehicle compartment by the electric heater 19 , an electric power consumption can be estimated, based on the indoor temperature and the set temperature.
- step S 504 the controller 30 sets a power generation electric power requirement upper limit value PWRLMT defined by air conditioning and gradient to a value obtained by adding the power generation electric power requirement upper limit value PGENLMTSLP (see S 502 ) at a vehicle speed and a gradient and the electric power consumption PWRACHTR (see S 503 ) consumed by air conditioning (PWRLMT ⁇ PGENLMTSLP+PWRACHTR).
- step S 505 the controller 30 determines whether or not the power generation electric power requirement upper limit value PWRLMT (see S 504 ) defined by air conditioning and a gradient is greater than the upper limit output PWRSOC (see S 501 ) in the BSFC best region (PWRLMT>PWRSOC?) If the power generation electric power requirement upper limit value PWRLMT defined by air conditioning and gradient is greater than the upper limit output PWRSOC in the BSFC best region (S 505 Yes), then the process by the controller 30 proceeds to step S 506 .
- PWRLMT the power generation electric power requirement upper limit value defined by air conditioning and gradient is greater than the upper limit output PWRSOC in the BSFC best region
- step S 507 the process by the controller 30 proceeds to step S 507 .
- step S 506 the controller 30 sets a final power generation electric power limit value PWRGENLMT to a power generation electric power requirement upper limit value PWRLMT (see S 504 ) defined by air conditioning and gradient (PWRGENLMT ⁇ PWRLMT). The, the process by the controller 30 proceeds to step S 508 .
- step S 507 the controller 30 sets a final power generation electric power limit value PWRGENLMT to the upper limit output PWRSOC (see S 501 ) in the BSFC best region (PWRGENLMT ⁇ PWRSOC). Then the process by the controller 30 proceeds to step S 508 .
- step S 508 the controller 30 determines whether or not the power generator power generation output PREQGEN (see S 308 and S 309 in FIG. 5 ) is greater than the final power generation electric power limit value PWRGENLMT (see S 506 and S 507 ) (PREQGEN>PWRFENLMT?) If the power generator power generation output PREQGEN is greater than the final power generation electric power limit value PWRGENLMT (S 508 Yes), then the process by the controller 30 proceeds to step S 509 . On the other hand, if the power generator power generation output PREQGEN is not greater than the final power generation electric power limit value PWRGENLMT (S 508 No), then the process by the controller 30 proceeds to step S 510 .
- step S 509 the controller 30 sets a power generator power generation output PREQGEN to the final power generation electric power limit value PWRGENLMT (PREQGEN ⁇ PWRGENLMT). Then, the controller 30 terminates the power generation amount limiting process (step S 27 ), and the process proceeds to step S 28 (see FIG. 2 ).
- step S 510 the controller 30 sets the power generator power generation output PREQGEN to the power generator power generation output PREQGEN (PREQGEN ⁇ PREQGEN). Then, the controller 30 terminates the power generation amount limiting process (step S 27 ), and the process proceeds to step S 28 (see FIG. 2 ).
- FIGS. 8A and 8B are graphs illustrating the power generation amount limiting process (upper limit value) in the first embodiment, wherein FIG. 8A is a graph showing the relation between the net fuel consumption rate (BSFC) and the internal combustion engine output, and FIG. 8B is a graph showing the relation between the power generation output and the vehicle.
- FIG. 8A is a graph showing the relation between the net fuel consumption rate (BSFC) and the internal combustion engine output
- FIG. 8B is a graph showing the relation between the power generation output and the vehicle.
- the power generation outputs (power generator power generation outputs PREQGEN) of the auxiliary movement power section S for respective remaining capacities SOC before the limiting process are represented by solid curves (during non-limiting), and the required electric power (output PREQ for required driving) of the electric motor 14 versus vehicle speed VP is represented by an alternate long and short dash line curve (M). Further, the power generation output (power generator power generation output PREQGEN) obtained by the limiting process is represented by the dashed curve (during limiting).
- the upper limit output PWRSOC (see S 501 ) in the BSFC best region is selected as the final power generation electric power limit value PWRGENLMT (see S 507 ).
- the upper limit output PWRSOC in the BSFC best region becomes closer to the best fuel economy point (the best ENG efficiency point) shown in FIG. 8A as the remaining capacity SOC becomes larger. Accordingly, as it is possible to operate the internal combustion engine 15 in a region with an efficiency higher than or equal to a certain efficiency including the best point of fuel economy (the best point of ENG efficiency), fuel economy can be improved.
- the power generation electric power requirement upper limit PWRLMT (see S 504 ) defined by air conditioning and gradient becomes greater than the upper limit output PWRSOC (see S 501 ) in the BSFC best region
- the power generation electric power requirement upper limit value PWRLMT (see S 504 ) defined by air conditioning and gradient is selected as the final power generation electric power limit value PWRGENLMT (see S 506 ). That is, as it is possible to change the upper limit limiting value (the final power generation electric power limit value PWRGENLMT) shown in FIG. 8B corresponding to a requirement of load, occurrence of shortage in output is prevented.
- a power unit PU in a second embodiment will be described.
- the entire configuration of the power unit PU in the second embodiment is similar to that of the power unit PU (see FIG. 1 ) in the first embodiment, and description will be omitted.
- step S 27 in FIG. 2 the controllers 30 of the power units PU in the first embodiment and the second embodiment perform a limiting process of the power generator power generation output PREQGEN computed in step S 26 (power generation amount limiting process).
- the power generation amount limiting process in the first embodiment is ‘the power generation amount limiting process (upper limit value)’ shown in FIG. 6 .
- the power generation amount limiting process in the second embodiment is ‘the power generation amount limiting process (lower limit value)’ shown in FIG. 9 .
- Other points are similar and description will be omitted.
- FIG. 9 is a flowchart of the power generation amount limiting process (lower limit value) in the second embodiment.
- step S 401 the controller 30 sets an electric power consumption PWRACHTR by air conditioning (PWRACHTR ⁇ electric power consumption by air conditioning).
- PWRACHTR electric power consumption by air conditioning
- the electric power consumption PWRACHTR by air conditioning is set to ‘0’
- the electric power consumption PWRACHTR is set to the maximum electric power consumption of the air conditioning device/devices (total if plural).
- the electric power consumption of the air conditioning device/devices may be obtained by estimation.
- the electric power consumption can be estimated, based on the indoor temperature, the outdoor temperature, and a set temperature.
- the electric power consumption can be estimated, based on the indoor temperature and the set temperature.
- step S 402 the controller 30 performs map searching for a power generation electric power requirement lower limit value PGENLMTSLPL at vehicle speed and gradient, based on the vehicle speed VP and the estimated gradient value ⁇ of the road surface (see step S 23 in FIG. 2 ) (map searching by PGENLMTSLPL ⁇ VP, ⁇ ).
- map searching by PGENLMTSLPL ⁇ VP, ⁇ is stored in the controller 30 in advance.
- the map of power generation electric power requirement lower limit value PGENLMTSLPL at vehicle speed and gradient can be set such that, for example, the larger the estimated gradient value ⁇ , the larger the power generation electric power requirement lower limit value PGENLMTSLPL; and the higher the vehicle speed VP, the larger the power generation electric power requirement lower limit value PGENLMTSLPL.
- step S 403 the controller 30 performs map searching for a power generation electric power requirement lower limit value PGENLMTSOCL at air conditioning and remaining capacity, based on the electric power consumption PWRACHTR (see S 401 ) by air conditioning and the remaining capacity SOC of the storage battery 11 (MAP searching by PGENLMTSOCL ⁇ PWRACHTR, SOC).
- the map of power generation electric power requirement lower limit value PGENLMTSOCL at air conditioning and remaining capacity versus electric power consumption PWRACHTR by air conditioning and remaining capacity SOC is stored in the controller 30 in advance.
- the map of PGENLMTSOCL at air conditioning and remaining capacity can be set such that, for example, the larger the electric power consumption PWRACHTR by air conditioning, the larger the power generation electric power requirement lower limit value PGENLMTSOCL; and the larger the remaining capacity SOC, the larger the power generation electric power requirement lower limit value PGENLMTSOCL.
- step S 404 the controller 30 determines whether or not the power generation electric power requirement lower limit value PGENLMTSLPL (see S 402 ) at vehicle speed and gradient is greater than the power generation electric power requirement lower limit value PGENLMTSOCL (see S 403 ) at air conditioning and remaining capacity (PGENLMTSLPL>PGENLMTSOCL?) If the power generation electric power requirement lower limit value PGENLMTSLPL at vehicle speed and gradient is greater than the power generation electric power requirement lower limit value PGENLMTSOCL at air conditioning and remaining capacity (S 404 Yes), the process by the controller 30 proceeds to step S 405 .
- step S 404 No the process by the controller 30 proceeds to step S 406 .
- step S 405 the controller 30 sets a first power generation electric power limit value PGENLMTACHTRL to the power generation electric power requirement lower limit value PGENLMTSLPL (see S 402 ) at vehicle speed and gradient (PGENLMTACHTRL ⁇ PGENLMTSLPL). Then, the process by the controller 30 proceeds to step S 407 .
- step S 406 the controller 30 sets the first power generation electric power limit value PGENLMTACHTRL to the power generation electric power requirement lower limit value PGENLMTSOCL (see S 403 ) at air conditioning and remaining capacity (PGENLMTACHTRL ⁇ PGENLMTSOCL). Then, the process by the controller 30 proceeds to step S 407 .
- step S 407 the controller 30 sets an electric power consumption PWRDEV by an auxiliary device/devices (PWRDEV ⁇ electric power consumption by auxiliary device).
- PWRDEV electric power consumption by auxiliary device.
- the electric power consumption PWRDEV is set to ‘0’, and if an auxiliary device/devices is/are currently used, the electric power consumption PWRDEV is set to the maximum electric power consumption (total if plural) of the auxiliary device/devices.
- an auxiliary device is a unit that consumes the electric power of the storage battery 11 , other than the air conditioning devices (electric compressor 18 and electric heater 19 ) and the electric motor 14 .
- step S 408 the controller 30 performs map searching for a second power generation electric power limit value PGENLMTDEVL, based on the electric power consumption PWRDEV (see S 407 ) by an auxiliary device/devices and the remaining capacity SOC of the storage battery 11 (MAP searching by PGENLMTDEVL ⁇ PWRDEV, SOC).
- the map of the second power generation electric power limit value PGENLMTDEVL versus electric power consumption PWRDEV by auxiliary device/devices and remaining capacity SOC is stored in the controller 30 in advance.
- the map of second power generation electric power limit value PGENLMTDEVL can be set such that, for example, the higher the electric power consumption PWRDEV by auxiliary device/devices, the larger the second power generation electric power limit value PGENLMTDEVL; and the larger, the remaining capacity SOC, the larger the second power generation electric power limit value PGENLMTDEVL.
- step S 409 the controller 30 sets a final power generation electric power limit value PWRGENLMTL to a value obtained by adding the first power generation electric power limit value PGENLMTACHTRL (see S 405 and S 406 ) and the second power generation electric power limit value PGENLMTDEVL (see S 409 ) (PWRGENLMTL ⁇ PGENLMTACHTRL+PGENLMTDEVL).
- step S 410 the controller 30 determines whether or not the power generator power generation output PREQGEN (see S 308 and S 309 in FIG. 5 ) is higher than the final power generation electric power limit value PWRGENLMTL (see S 409 ) (PREQGEN>PWRGENLMTL?) If the power generator power generation output PREQGEN is higher than the final power generation electric power limit value PWRGENLMTL (S 410 Yes), then the process by the controller 30 proceeds to step S 411 . On the other hand, if the power generator power generation output PREQGEN is not higher than the final power generation electric power limit value PWRGENLMTL (S 410 No), then the process by the controller 30 proceeds to step S 412 .
- step S 411 the controller 30 sets power generator power generation output PREQGEN to the power generator power generation output PREQGEN (PREQGEN ⁇ PREQGEN). Then, the power generation amount limiting process (step S 27 ) is terminated, and the process proceeds to step S 28 (see FIG. 2 ).
- step S 412 the controller 30 sets power generator power generation output PREQGEN to the final power generation electric power limit value PWRGENLMTL (PREQGEN ⁇ PWRGENLMTL). Then, the power generation amount limiting process (step S 27 ) is terminated, and the process proceeds to step S 28 (see FIG. 2 ).
- FIGS. 10A and 10B are graphs illustrating the power generation amount limiting process (lower limit value) in the second embodiment, wherein FIG. 10A is a graph showing the relation between the net fuel consumption rate (BSFC) and the internal combustion engine output, and FIG. 10B is a graph showing the relation between the power generation output and the vehicle speed.
- FIG. 10A is a graph showing the relation between the net fuel consumption rate (BSFC) and the internal combustion engine output
- FIG. 10B is a graph showing the relation between the power generation output and the vehicle speed.
- the power generation outputs (power generator power generation outputs PREQGEN) of the auxiliary movement power section S at respective remaining capacities SOC before the limiting process are represented by solid curves, and the required electric power (output PREQ for required driving) of the electric motor 14 versus vehicle speed VP is represented by an alternate long and short dash line curve (M).
- the electric power consumption of the air conditioner (electric compressor 18 ) and the heater (electric heater 19 ), which are air conditioning devices, is independent from the driving state (for example, vehicle speed VP), and further, the electric power consumption becomes high at a start of operation of the air conditioning device/devices. Consequently, in so-called ‘cruising output following type control’ that changes the power generation amount correspondingly to the vehicle speed VP when operation of an air conditioning device is started at a low vehicle speed, it may occur that the remaining capacity SOC of the storage battery 11 rapidly drops and the energy budget balance is lost.
- a greater one of the power generation electric power requirement lower limit value PGENLMTSLPL (see S 402 ) at vehicle speed and gradient and the power generation electric power requirement lower limit value PGENLMTSOCL (see S 403 ) at air conditioning and remaining capacity is set as the first power generation electric power limit value PGENLMTACHTRL (see S 405 and S 406 ), and the limiting process (see S 409 and S 410 ) of the lower limit value is performed, also taking into account the second power generation electric power limit value PGENLMTDEVL (see S 408 ) which is based on the electric power consumption PWRDEV by an auxiliary device and the remaining capacity SOC.
- the power generation output during limiting represented by the dashed curve (the power generator power generation output PREQGEN obtained by the process in step S 27 in FIG. 2 ) is a high-selection from the power generation output during non-limiting (the power generator power generation output PREQGEN obtained in step S 26 in FIG. 2 ) and the lower limit limiting value (the last power generation electric power limit value PWRGENLMTL in step S 409 in FIG. 9 ).
- the power generation output during limiting and the power generation output during non-limiting agree with each other.
- energy budget is established by normal basic cruising output power generation, such as a case of continuous descending on a hill or electricity storage state higher than an equilibrium state, as output limit is immediately released, it is possible to prevent a drop in the fuel economy caused by excessive power generation.
- a power unit PU according to a third embodiment will be described.
- the entire configuration of the power unit PU in the third embodiment is similar to that of the power unit PU (see FIG. 1 ) in the first embodiment, and description will be omitted.
- FIG. 11 is a flowchart of the operation mode determining process of a power unit PU in the third embodiment.
- the operation mode determining process in the first embodiment computes the power generator power generation output PREQGEN, which is the power generation amount of the power generator 16 (see step S 26 ), performs the limiting process of the power generator power generation output PREQGEN (see step S 27 ), and then obtains the rotation speed NGEN of the internal combustion engine for the power generator, which is the rotation speed of the internal combustion engine 15 (see step S 28 ).
- the operation mode determining process (see FIG. 11 ) in the third embodiment is different in that it computes the rotation speed NGEN of the internal combustion engine for the power generator, which is the rotation speed of the internal combustion engine 15 (see step S 26 A), performs the limiting process of the rotation speed NGEN of the internal combustion engine for the power generator (see step S 27 A), and then obtains the power generator power generation output PREQGEN, which is the power generation amount of the power generator 16 (see step S 28 A).
- the other processes (steps S 1 -S 3 , S 11 -S 15 , S 21 - 25 , and S 29 -S 35 ) are similar to those of the operation mode determining process (see FIG. 2 ) in the first embodiment, and description of them will be omitted.
- step 26 A the controller 30 computes a rotation speed NGEN of the internal combustion engine for the power generator, which is the rotation speed of the internal combustion engine 15 (rotation speed computation). Details will be described later, referring to FIG. 12 .
- step S 27 A the controller 30 performs the limiting process of the rotation speed NGEN of the internal combustion engine for the power generator computed in step S 26 A (rotation speed limiting process). Details will be described later, referring to FIG. 13 .
- step S 28 A the controller 30 performs table searching for a power generator power generation output PREQGEN, which is the power generation amount of the power generator 16 , based on the rotation speed NGEN of the internal combustion engine for the power generator obtained by the limiting process in step 27 A (table searching by PREQGEN ⁇ NGEN).
- the table of power generator power generation output PREQGEN versus rotation speed NGEN of the internal combustion engine for the power generator is stored in the controller 30 in advance. This table is arranged such that, as shown in FIG. 11 , the larger the rotation speed NGEN of the internal combustion engine for the power generator, the larger the power generator power generation output PREQGEN.
- FIG. 12 is a flowchart of the rotation speed computing process in the third embodiment.
- step S 301 A the controller 30 performs table searching for a basic rotation speed NGENRL of the internal combustion engine for the power generator corresponding to the output necessary for cruising at an individual vehicle speed (table searching by NGENRL ⁇ VP).
- the basic rotation speed NGENRL of the internal combustion engine for the power generator corresponding to the output necessary for cruising at an individual vehicle speed is the rotation speed of the internal combustion engine 15 for obtaining a power generation amount enabling the electric motor 14 to generate a driving force strong enough to overcome the air resistance Ra and the rolling resistance Rr of the vehicle.
- the table of basic rotation speed NGENRL of the internal combustion engine for the power generator corresponding to the output necessary for cruising at individual vehicle speed versus vehicle speed VP is stored in the controller 30 in advance. This table is arranged such that, as shown in FIG. 12 , the higher the vehicle speed VP, the higher the basic rotation speed NGENRL of the internal combustion engine for the power generator corresponding to the output necessary for cruising at individual vehicle speed.
- step S 302 A the controller 30 performs map searching for a power generation rotation speed correction amount DNGENSLP at an individual vehicle speed and gradient, based on the vehicle speed VP and the estimated gradient value ⁇ (see step S 23 in FIG. 11 ) (MAP searching by DNGENSLP ⁇ VP, ⁇ ).
- the map of power generation rotation speed correction amount DNGENSLP at individual vehicle speed and gradient versus vehicle speed VP and estimated gradient value ⁇ is stored in the controller 30 in advance.
- the map of power generation rotation speed correction amount DNGENSLP at individual vehicle speed and gradient can be set such that, for example, the larger the estimated gradient value ⁇ , the larger the power generation rotation speed correction amount DNGENSLP, and in case that the estimated gradient value ⁇ is constant, the higher the vehicle speed VP, the smaller the power generation rotation speed correction amount DNGENSLP.
- step S 303 A the controller 30 performs table searching for a power generation rotation speed add-on basic amount DNGENBASE at an individual vehicle speed, based on vehicle speed VP (table searching by DNGENBASE ⁇ VP).
- the table of power generation rotation speed add-on basic amount DNGENBASE at individual vehicle speed versus vehicle speed VP is stored in the controller 30 in advance. This table is arranged, as shown in FIG. 12 , the higher the vehicle speed VP, the smaller the power generation rotation speed add-on basic amount DNGENBASE at individual vehicle speed.
- step S 304 A the controller 30 performs map searching for a power generation rotation speed add-on amount DNGENDOD at an individual vehicle speed and discharge depth, based on the vehicle speed VP and the discharge depth DOD (MAP searching by DNGENDOD ⁇ VP, DOD).
- the map of power generation rotation speed add-on amount DNGENDOD at individual vehicle speed and discharge depth versus vehicle speed VP and discharge depth DOD is stored in the controller 30 in advance.
- the map of power generation rotation speed add-on amount DNGENDOD at individual vehicle speed and discharge depth can be set such that, for example, the larger the discharge depth DOD, the larger the power generation rotation speed add-on amount DNGENDOD, and in case that the discharge depth DOD is constant, the higher the vehicle speed VP, the smaller the power generation rotation speed add-on amount DNGENDOD.
- step S 305 A the controller 30 performs map searching for a power generation rotation speed add-on amount DNGENSOC at an individual vehicle speed and remaining capacity, based on the vehicle speed VP and the remaining capacity SOC (MAP searching by DNGENSOC ⁇ VP, SOC).
- MAP searching by DNGENSOC ⁇ VP, SOC the map of power generation rotation speed add-on amount DNGENSOC at individual vehicle speed and remaining capacity versus the vehicle speed VP and the remaining capacity SOC is stored in the controller 30 in advance.
- the map of power generation rotation speed add-on amount DNGENSOC at individual vehicle speed and remaining capacity can be set such that, for example, the smaller the remaining capacity SOC, the larger the power generation rotation speed add-on amount DNGENSOC, and in case that the remaining capacity SOC is constant, the higher the vehicle speed VP, the smaller the power generation rotation speed add-on amount DNGENSOC.
- step S 306 A the controller 30 performs table searching for a power generation rotation speed add-on amount DNGENAC during usage of air conditioning at an individual vehicle speed, based on the vehicle speed VP (table searching by DNGENAC ⁇ VP).
- the map of power generation rotation speed add-on amount DNGENAC during usage of air conditioning at individual vehicle speed versus vehicle speed VP is stored in the controller 30 in advance. This table is arrange such that, as shown in FIG. 12 , as the vehicle speed VP becomes higher, the power generation rotation speed add-on amount DNGENAC during usage of air conditioning at an individual vehicle speed decreases.
- the air-conditioning ECU 36 is arranged such as to set the air conditioning using flag F_AC to ‘1’ (air conditioning device used) when the electric compressor 18 and/or the electric heater 19 is/are in operation, and sets the air conditioner using flag F_AC to ‘0’ (air conditioning device not used) when neither the electric compressor 18 nor the electric heater 19 is in operation. If the air conditioner using flag F_AC is ‘1’ (air conditioner device used) (S 307 A Yes), then the process by the controller 30 proceeds to step S 309 A. On the other hand, if the air conditioner using flag F_AC is not ‘1’ (air conditioner device used) (S 307 A No), then the process by the controller 30 proceeds to step S 308 A.
- step S 308 A the controller 30 sets a rotation speed NGEN of the internal combustion engine for the power generator, which is the rotation speed of the internal combustion engine 15 , to a value obtained by adding the basic rotation speed NGENRL of the internal combustion engine for the power generator corresponding to the output necessary for cruising at an individual vehicle speed (see S 301 A), the power generation rotation speed correction amount DNGENSLP at an individual vehicle speed and gradient (see S 302 A), the power generation rotation speed add-on basic amount DNGENBASE at an individual vehicle speed (see S 303 A), the power generation rotation speed add-on amount DNGENDOD at individual vehicle speed and discharge depth (see S 304 A), and the power generation rotation speed add-on amount DNGENSOC at an individual vehicle speed and remaining capacity (see S 305 A). Then, the rotation speed computing process (step S 26 A) is terminated, and the process proceeds to step S 27 A (see FIG. 11 ).
- step S 309 A the controller 30 sets a rotation speed NGEN of the internal combustion engine for the power generator, which is the rotation speed of the internal combustion engine 15 , to a value obtained by adding the basic rotation speed NGENRL of the internal combustion engine for the power generator corresponding to the output necessary for cruising at an individual vehicle speed (see S 301 A), the power generation rotation speed correction amount DNGENSLP at an individual vehicle speed and gradient (see S 302 A), the power generation rotation speed add-on basic amount DNGENBASE at an individual vehicle speed (see S 303 A), the power generation rotation speed add-on amount DNGENDOD at individual vehicle speed and discharge depth (see S 304 A), the power generation rotation speed add-on amount DNGENSOC at an individual vehicle speed and remaining capacity (see S 305 A), and the power generation rotation speed add-on amount DNGENAC during usage of air conditioning at an individual vehicle speed (see S 306 A). Then, the rotation speed computing process (step S 26 A) is terminated, and the process proceeds to step S 27 A (see FIG. 11 a
- FIG. 13 is a flowchart of a rotation speed limiting process (upper value limit) in the third embodiment.
- step S 501 A the controller 30 performs table searching for a rotation speed NUMSOC corresponding to the upper limit output in the BSFC best region, based on the remaining capacity SOC of the storage battery 11 (table searching by NUMSOC ⁇ SOC).
- the table of rotation speed NUMSOC corresponding to the upper limit output in the BSFC best region versus remaining capacity SOC is stored in the controller 30 in advance. This table is arranged such that, as shown in FIG. 13 , the larger the remaining capacity SOC, the higher the rotation speed NUMSOC corresponding to the upper limit output in the BSFC best region.
- step S 502 A the controller 30 performs map searching for a power generation rotation speed requirement upper limit value NGENLMTSLP at vehicle speed and gradient, based on the vehicle speed VP and the estimated gradient value ⁇ of a road surface (see step S 23 in FIG. 11 ) (MAP searching by NGENLMTSLP ⁇ VP, ⁇ ).
- the map of power generation rotation speed requirement upper limit value NGENLMTSLP at vehicle speed and gradient versus vehicle speed VP and estimated gradient value ⁇ is stored in the controller 30 in advance.
- the map of power generation rotation speed requirement upper limit value NGENLMTSLP at vehicle speed and gradient can be set such that, for example, the larger the estimated gradient value ⁇ , the larger the power generation rotation speed requirement upper limit value NGENLMTSLP; and the higher the vehicle speed VP, the larger the power generation rotation speed requirement upper limit value NGENLMTSLP.
- step S 503 A the controller 30 inputs and sets a rotation speed NUMACHTR corresponding to electric power consumption by air conditioning (NUMACHTR ⁇ rotation speed corresponding to electric power consumption by air conditioning).
- NUMACHTR rotation speed NUMACHTR corresponding to electric power consumption by air conditioning
- the rotation speed NUMACHTR corresponding to electric power consumption by air conditioning is set to ‘0’
- an air conditioning device/devices electric compressor 18 , electric heater 19
- the rotation speed NUMACHTR corresponding to electric power consumption by air conditioning is set to the rotation speed of the internal combustion engine 15 for obtaining the electric power for maximum electric power consumption by the air conditioning device/devices (total if plural).
- the electric power consumption of the air conditioning device/devices may be estimated to thereby obtain the rotation speed of the internal combustion engine 15 for obtaining the electric power for the electric power consumption.
- step S 504 the controller 30 sets a power generation rotation speed requirement upper limit value NUMLMT defined by air conditioning and gradient to a value obtained by adding the power generation rotation speed requirement upper limit value NGENLMTSLP (see S 502 A) at vehicle speed and gradient, and the rotation speed NUMACHTR (see S 503 A) corresponding to electric power consumption by air conditioning (NUMLMT ⁇ NGENLMTSLP+NUMACHTR).
- step S 505 A the controller 30 determines whether or not the power generation rotation speed requirement upper limit value NUMLMT (see S 504 A) defined by air conditioning and gradient is greater than the rotation speed NUMSOC (see S 501 A) corresponding to the upper limit output in the BSFC best region (NUMLMT>NUMSOC?) If the power generation rotation speed requirement upper limit value NUMLMT defined by air conditioning and gradient is greater than the rotation speed NUMSOC corresponding to the upper limit output in the BSFC best region (S 505 A Yes), the process by the controller 30 proceeds to step S 506 A.
- NUMLMT power generation rotation speed requirement upper limit value NUMLMT
- NUMSOC see S 501 A
- step S 507 A If the power generation rotation speed requirement upper limit value NUMLMT defined by air conditioning and gradient is not greater than the rotation speed NUMSOC corresponding to the upper limit output in the BSFC best region (S 505 A No), the process by the controller 30 proceeds to step S 507 A
- step S 506 A the controller 30 sets a final power generation rotation speed limit value NUMGENLMT to the power generation rotation speed requirement upper limit value NUMLMT (see S 504 A) defined by air conditioning and gradient (NUMGENLMT ⁇ NUMLMT). Then, the process by the controller 30 proceeds to step S 508 A.
- step 507 A the controller 30 sets a final power generation rotation speed limit value NUMGENLMT to the rotation speed NUMSOC (see S 501 A) corresponding to the upper limit output in the BSFC best region (NUMGENLMT ⁇ NUMSOC). Then, the process by the controller 30 proceeds to step S 508 A.
- step 508 A the controller 30 determines whether or not the rotation speed NGEN (see S 308 A and S 309 A in FIG. 12 ) of the internal combustion engine for the power generator is greater than the final power generation rotation speed limit value NUMGENLMT (see S 506 A and 507 A) (NGEN>NUMGENLMT?) If the rotation speed NGEN of the internal combustion engine for the power generator is greater than the final power generation rotation speed limit value NUMGENLMT (S 508 A Yes), then the process by the controller 30 proceeds to step S 509 A. On the other hand, if the rotation speed NGEN of the internal combustion engine for the power generator is not greater than the final power generation rotation speed limit value NUMGENLMT (S 508 A No), then the process by the controller 30 proceeds to step S 510 A.
- step S 509 A the controller 30 sets the internal combustion engine rotation speed NGEN for the power generator to the final power generation rotation speed limit value NUMGENLMT (NGEN ⁇ NUMGENLMT). Then, the rotation speed limiting process (step S 27 A) is terminated, and the process proceeds to step S 28 A (see FIG. 11 ).
- step S 510 A the controller 30 sets the internal combustion engine rotation speed NGEN for the power generation to the internal combustion engine rotation speed NGEN for the power generator (NGEN ⁇ NGEN). Then, the rotation speed limiting process (step S 27 A) is terminated, and the process proceeds to step S 28 A (see FIG. 11 ).
- a power unit PU in a fourth embodiment will be described.
- the entire configuration of the power unit PU in the fourth embodiment is similar to that of the power unit PU (see FIG. 1 ) in the first embodiment, and description will be omitted.
- step S 27 A in FIG. 11 the controller 30 of the power unit PU in the third embodiment or the fourth embodiment performs a limiting process of the internal combustion engine rotation speed NGEN for the power generator computed in step S 206 A (rotation speed limiting process).
- the rotation speed limiting process in the third embodiment is ‘the rotation speed limiting process (upper limit value)’ shown in FIG. 13 .
- the power generation amount limiting process in the fourth embodiment is different in that it is ‘the rotation speed limiting process (lower limit value)’ shown in FIG. 14 .
- Other points are similar, and description will be omitted.
- FIG. 14 is the flowchart of the rotation speed limiting process (lower value limit) in the fourth embodiment.
- step S 401 A the controller 30 sets an rotation speed NUMACHTR corresponding to electric power consumption by air conditioning (NUMACHTR ⁇ rotation speed corresponding to electric power consumption by air conditioning).
- NUMACHTR rotation speed NUMACHTR corresponding to electric power consumption by air conditioning
- the rotation speed NUMACHTR corresponding to electric power consumption by air conditioning is set to ‘0’
- the rotation speed NUMACHTR corresponding to electric power consumption by air conditioning is set to the rotation speed of the internal combustion engine 15 by which the electric power for the maximum electric power consumption (total if plural) of the air conditioning device/devices can be obtained.
- the rotation speed of the internal combustion engine 15 for obtaining the electric power for the electric power consumption may be obtained by estimating the electric power consumption of the air conditioner (electric compressor 18 , electric heater 19 ).
- step S 402 A the controller 30 performs map searching for a power generation rotation speed requirement lower limit value NGENLMTSLPL at vehicle speed and gradient, based on the vehicle speed VP and the estimated gradient value ⁇ (see step S 23 in FIG. 11 ) (MAP searching by NGENLMTSLPL ⁇ VP, ⁇ ).
- the map of power generation rotation speed requirement lower limit value NGENLMTSLPL at vehicle speed and gradient versus vehicle speed VP and estimated gradient value ⁇ is stored in the controller 30 in advance.
- the map of power generation rotation speed requirement lower limit value NGENLMTSLPL at vehicle speed and gradient can be set such that, for example, the larger the estimated gradient value ⁇ , the larger the power generation rotation speed requirement lower limit value NGENLMTSLPL; and the higher the vehicle speed VP, the larger the power generation rotation speed requirement lower limit value NGENLMTSLPL.
- step S 403 A the controller 30 performs map searching for a power generation rotation speed requirement lower limit value NGENLMTSOCL at air conditioning and remaining capacity, based on the rotation speed NUMACHTR (see S 401 A) corresponding to electric power consumption by air conditioning and the remaining capacity SOC of the storage battery 11 (MAP searching by NGENLMTSOCL ⁇ NUMACHTR and SOC).
- the map of power generation rotation speed requirement lower limit value NGENLMTSOCL at air conditioning and remaining capacity versus the rotation speed NUMACHTR corresponding to electric power consumption by air conditioning and the remaining capacity SOC is stored in the controller 30 in advance.
- the map of power generation rotation speed requirement lower limit value NGENLMTSOCL at air conditioning and remaining capacity can be set such that, for example, the higher the electric power consumption by air conditioning, the larger the power generation rotation speed requirement lower limit value NGENLMTSOCL; and the larger the remaining capacity SOC, the larger the power generation rotation speed requirement lower limit value NGENLMTSOCL.
- step S 404 A the controller 30 determines whether or not the power generation rotation speed requirement lower limit value NGENLMTSLPL (see S 402 ) at vehicle speed and gradient is greater than the power generation rotation speed requirement lower limit value NGENLMTSOCL (see S 403 A) at air conditioning and remaining capacity (NGENLMTSLPL>NGENLMTSOCL?) If the power generation rotation speed requirement lower limit value NGENLMTSLPL at vehicle speed and gradient is greater than the power generation rotation speed requirement lower limit value NGENLMTSOCL at air conditioning and remaining capacity (S 404 A Yes), then the process by the controller 30 proceeds to step 405 A.
- step S 405 A the controller 30 sets a first power generation rotation speed limit value NGNLMTCHTRL to the power generation rotation speed requirement lower limit value NGENLMTSLPL (see S 402 A) at vehicle speed and gradient (NGENLMTACHTRL ⁇ NGENLMTSLPL). Then, the process by the controller 30 proceeds to step S 407 A.
- step S 406 A the controller 30 sets a first power generation rotation speed limit value NGENLMTACHTRL to the power generation rotation speed requirement lower limit value NGENLMTSOCL (see S 403 A) at air conditioning and remaining capacity (NGENLMTACHTRL ⁇ NGENLMTSOCL). Then, the process by the controller 30 proceeds to step S 407 A.
- step S 407 A the controller 30 inputs and sets a rotation speed NUMDEV corresponding to electric power consumption by an auxiliary device (NUMDEV ⁇ rotation speed corresponding to electric power consumption by auxiliary device).
- a rotation speed NUMDEV corresponding to electric power consumption by an auxiliary device is set to ‘0’, and if an auxiliary device/deices is/are currently used, the rotation speed NUMDEV corresponding to electric power consumption by an auxiliary device/devices is set to the rotation speed of the internal combustion engine 15 for obtaining the electric power for the maximum electric power consumption (total if plural) of the auxiliary device/devices.
- step S 408 A the controller 30 performs map searching for a second power generation rotation speed limit value NGENLMTDEVL, based on the rotation speed NUMDEV (see S 407 A) corresponding to electric power consumption by an auxiliary device and the remaining capacity SOC of the storage battery 11 (MAP searching by NGENLMTDEVL ⁇ NUMDEV and SOC).
- the map of the second power generation rotation speed limit value NGENLMTDEVL versus rotation speed NUMDEV corresponding to electric power consumption by an auxiliary device/devices and remaining capacity SOC is stored in the controller 30 in advance.
- the map of the second power generation rotation speed limit value NGENLMTDEVL can be set such that, for example, the higher the electric power consumption PWRDEV by an auxiliary device/devices, the larger the second power generation rotation speed limit value NGENLMTDEVL; and the larger the remaining capacity SOC, the larger the second power generation rotation speed limit value NGENLMTDEVL.
- step S 409 A the controller 30 sets a final power generation rotation speed limit value NUMGENLMTL to a value obtained by adding the first power generation rotation speed limit value NGENLMTACHTRL (see S 405 A and S 406 A) and the second power generation rotation speed limit value NGENLMTDEVL (see S 409 A) (NUMGENLMTL ⁇ NGENLMTACHTRL+NGENLMTDEVL).
- step 410 A the controller 30 determines whether or not the rotation speed NGEN of the internal combustion engine for the power generator (see S 308 A and S 309 A in FIG. 12 ) is greater than the final power generation rotation speed limit value NUMGENLMTL (see S 409 A) (NGEN>NUMGENLMTL?) If the rotation speed NGEN of the internal combustion engine for the power generator is greater than the final power generation rotation speed limit value NUMGENLMTL (S 410 A Yes), the process by the controller 30 proceeds to step S 411 A. On the other hand, if the rotation speed NGEN of the internal combustion engine for the power generator is not greater than the final power generation rotation speed limit value NUMGENLMTL (S 410 A No), the process by the controller 30 proceeds to step S 412 A.
- step S 411 A the controller 30 sets the rotation speed NGEN of the internal combustion engine for the power generator to the rotation speed NGEN of the internal combustion engine for the power generator (NGEN ⁇ NGEN). Then, the rotation speed limiting process (step S 27 A) is terminated, and the process proceeds step S 28 A (see FIG. 11 ).
- step S 412 A the controller 30 sets the rotation speed NGEN of the internal combustion engine for the power generator to the final power generation rotation speed limit value NUMGENLMTL (NGEN ⁇ NUMGENLMTL). Then, the rotation speed limiting process (step S 27 A) is terminated, and the process proceeds to step S 28 A (see FIG. 11 ).
- a power unit PU power generation control device
- PU power generation control device
- the power unit PU (controller 30 ) in an embodiment of the invention has been described such that, regarding the power generation amount limiting process in step S 27 in FIG. 2 , the power generation amount limiting process in the first embodiment is the limiting process (see FIG. 6 ) of the upper limit of the power generation amount (power generator power generation output PREQGEN), and the power generation amount limiting process in the second embodiment is the limiting process (see FIG. 9 ) of the lower limit of the power generation amount (power generator power generation output PREQGEN), however, the invention is not limited thereto.
- the power generation amount limiting process (see step S 27 in FIG. 2 ) may be arranged such that the limiting process (see FIG. 6 ) is performed on the upper limit of the power generation amount (power generator power generation output PREQGEN), and further, the limiting process (see FIG. 9 ) is performed on the lower limit of the power generation amount (power generator power generation output PREQGEN).
- the power unit PU (controller 30 ) in an embodiment of the invention has been described such that, regarding the rotation speed limiting process in step S 27 A in FIG. 11 , the limiting process (see FIG. 13 ) in the third embodiment is performed on the upper limit of the rotation speed (the rotation speed NGEN of the internal combustion engine for the power generator), and the limiting process (see FIG. 14 ) in the fourth embodiment is performed on the lower limit of the rotation speed (the rotation speed NGEN of the internal combustion engine for the power generator), however, the invention is not limited thereto.
- step S 27 A in FIG. 11 arrangement may be made such that the upper limit of the rotation speed (the rotation speed NGEN of the internal combustion engine for the power generator) is subjected to the limiting process (see FIG. 13 ), and the lower limit of the rotation speed (the rotation speed NGEN of the internal combustion engine for the power generator) is subjected to the limiting process (see FIG. 14 ).
- the operation efficiency of the internal combustion engine can be improved. Further, it is possible to improve the fuel economy and reduce sounds and vibration generated by the internal combustion engine.
- the vehicle (hybrid vehicle) on which the power unit PU is mounted may be one whose electric motor 14 drives either the front wheels or the rear wheels. Further, plural, two for example, electric motors 14 may be arranged such that the first electrical motor drives front wheels, and the second electrical motor drives rear wheels.
- a hybrid vehicle having the power unit PU (power generation control device) in an embodiment of the invention has been described as a series type, as shown in FIG. 1 , however, without being limited thereto, the power unit PU can also be applied to a hybrid vehicle allowing a series type and a parallel type.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Eletrric Generators (AREA)
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
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JP2012-225689 | 2012-10-11 | ||
JP2012225689 | 2012-10-11 | ||
JP2012225691 | 2012-10-11 | ||
JP2012-225691 | 2012-10-11 | ||
PCT/JP2013/077726 WO2014058045A1 (fr) | 2012-10-11 | 2013-10-11 | Dispositif de commande de génération d'énergie |
Publications (2)
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US20150274022A1 US20150274022A1 (en) | 2015-10-01 |
US9403439B2 true US9403439B2 (en) | 2016-08-02 |
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US14/434,869 Expired - Fee Related US9403439B2 (en) | 2012-10-11 | 2013-10-11 | Power generation control device |
Country Status (8)
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US (1) | US9403439B2 (fr) |
EP (1) | EP2908426B1 (fr) |
JP (1) | JP5958868B2 (fr) |
KR (1) | KR101688343B1 (fr) |
CN (1) | CN104704737B (fr) |
CA (1) | CA2888029A1 (fr) |
MY (1) | MY182365A (fr) |
WO (1) | WO2014058045A1 (fr) |
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US20220314730A1 (en) * | 2021-04-02 | 2022-10-06 | Toyota Jidosha Kabushiki Kaisha | Vehicle thermal management system |
EP3998172A4 (fr) * | 2019-07-19 | 2022-10-19 | Yamaha Hatsudoki Kabushiki Kaisha | Véhicule de type série-hybride |
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US11444464B1 (en) * | 2016-03-25 | 2022-09-13 | Goal Zero Llc | Portable hybrid generator |
JP6536457B2 (ja) * | 2016-04-06 | 2019-07-03 | 株式会社デンソー | 発電制御装置 |
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Cited By (7)
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US20160001719A1 (en) * | 2013-02-13 | 2016-01-07 | Jaguar Land Rover Limited | Charging Method |
US10246080B2 (en) * | 2015-08-05 | 2019-04-02 | Honda Motor Co., Ltd. | Hybrid vehicle control apparatus |
US20170349161A1 (en) * | 2016-06-07 | 2017-12-07 | Lenovo (Singapore) Pte. Ltd. | Managing battery and engine power to propel vehicle based on upcoming road feature |
US10843680B2 (en) * | 2016-06-07 | 2020-11-24 | Lenovo (Singapore) Pte. Ltd. | Managing battery and engine power to propel vehicle based on upcoming road feature |
EP3998172A4 (fr) * | 2019-07-19 | 2022-10-19 | Yamaha Hatsudoki Kabushiki Kaisha | Véhicule de type série-hybride |
US20220314730A1 (en) * | 2021-04-02 | 2022-10-06 | Toyota Jidosha Kabushiki Kaisha | Vehicle thermal management system |
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Also Published As
Publication number | Publication date |
---|---|
JP5958868B2 (ja) | 2016-08-02 |
CN104704737B (zh) | 2017-10-13 |
EP2908426A4 (fr) | 2016-08-31 |
EP2908426A1 (fr) | 2015-08-19 |
CA2888029A1 (fr) | 2014-04-17 |
MY182365A (en) | 2021-01-21 |
CN104704737A (zh) | 2015-06-10 |
KR20150058342A (ko) | 2015-05-28 |
EP2908426B1 (fr) | 2021-11-17 |
US20150274022A1 (en) | 2015-10-01 |
WO2014058045A1 (fr) | 2014-04-17 |
KR101688343B1 (ko) | 2016-12-20 |
JPWO2014058045A1 (ja) | 2016-09-05 |
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